Electroflow power supply system



Nov. 15, 1938. E. A. ROCKWELL ELECTROFLOW POWER SUPPLY SYSTEM l2 Sheets-Sheet 1 Filed June 27, 1935 INVENTOR BY 7 Mug/L ATTORNEY Nov. 15, 1938. E. A. ROCKWELL 2,136,638

ELECTROFLOW POWER SUPPLY SYSTEM ATTORN EY Nov. 15, 1938. E. A. ROCKWELL 2,

ELECTROFLOW POWER SUPPLY SYSTEM Filed June 27, 1955 12 SheetsSheet 3 wwvimm kzoum Oh ATTORNEY Nov. 15, 1938. E. A. RYOCKIWELL I 2,136,6 8

ELECTROFLOW POWER SUPPLY SYSTEM Filed June 27, 1935 l2 Sheets-Sheet 4 .mj ll llkm A'rr NEY' I INVENTOR QMQM I BY v a Q I 1 Nov. 15, 1938. E. A. ROCKWELL 2,136,638

ELECTROFLOW POWER SUPPLY SYSTEM Filed June 27, 1935 12 Sheets-Sheet 5 INVENTOR W idem a a ATTORNEY Nov. 15, 1938. E. A. ROCKWELL I ELEGTROFLOW POWER SUPPLY SYSTEM Filed June 27, 1955 12 Sheets-Sheet 6 QNN w MNN m w MN m w m PHJ/I llllllll' INVENTOR E. A. ROCKWELL ELEGTRCFLOW POWER SUPPLY SYSTEM Nov. 15, 1938.

12 Sheets-Sheet 7 Filed June 27, 1935 INVENTOR M m. QM

ATT2NEY E. A. ROCKWELL ELECTROFLOW POWER SUPPLY SYSTEM Nov. 15, 1938.

I2 Sheets-Sheet 8 Filed June 27, 1955 x. l Q

m. w A

ATTORNEY Nov. 15, 1938. E. A. ROCKWELL 2,136,638

ELECTROFLOW POWER SUPPLY SYSTEM Filed June 27, 1935 12 Sheets-Sheet l0 ATTO NEY Nov. 15, 1938. E. A. ROCKWELL ELECTROFLOW POWER SUPPLY SYSTEM Filed June 27, 1935 9.2 Sheets-Sheet ll INVENTOR A BY ATTORNEY ww mmww Nov. 15, 1938. 5, A, ROCKWELL 2,136,638

ELECTROFLOW POWER SUPPLY SYSTEM Filed June 27, 1955 12 Sheets-Sheet 12 INVENTOR fla S mm mm ATTORN EY I Patented Nov. 15, 1938 2,136,638 ELECTROFLOW rowan SUPPLY SYSTEM Edward A. Rockwell, Forest Hills, Long Island,

N. Y., assignor, by mesne assignments, to General Auto Parts Corporation, a corporation of Delaware Application June 27, 1935, Serial No. 28,699 I 6 Claims. (Cl. 188-452) My invention relates particularly to a system designed for the effective supply of power generally, but has especial application to the supply of power for the operation of the accessories of automotive vehicles.

The object of my invention is to provide an efiective system for the supply of power wherever desired, but especially in connection with automobiles, as in the case of the operation of the in automobile accessories. By means of my invention the different accessories of an automobile may be effectively operated by power in addition to the manual power applied thereto, but coordinated in extent to the manual pressure applied. It is particularly useful in connection with the operation of automobile brakes of any desired character, whether mechanical power brakes or hydraulically operated brakes. The same is true, also, in regard to,the operation of clutches, which may be operated by the same system used for operating the brakes, it being understood, however, -that either the brakes or the clutch, or both, may be so operated on the automobile. A further object is to provide a liquid medium for transmitting the additional power, and which is controlled by the presence of sealing rings carried by the relatively moving parts. The rings are so constructed as to be unafiected by the liquid used, and preserve completely-tight joints without leakage and, without the interposition of springs.

My apparatus, furthermore, is based on the use of a liquid under pressure, which is, however, utilized at any given time in only small amounts of the liquid, but which has a storage capacity under pressure so that there is no appreciable lag in the operation of the apparatus. This requires,

therefore, only a small electric motor and pump, which are not operated much of the time, so that there is only a small drag on the electric battery.

Also, there is used a system of valve seals permitting the use of a low viscosity liquid. There is also provided an arrangement of interchangeable parts so that additional units may be provided in the system at a low cost.

45 Further objects oi. my invention will appear from the detailed description of the same hereinafter.

While my invention is capable of being carried out in many different ways, for the purpose 50 of illustrationl have shown only certain forms 7 of my invention in the accompanying drawings, in which Fig. 1 is adiagrammatic view of an automobile equipped with my invention as applied to the 55 operation of brakes;

clutch Fig. 2 is a longitudinal elevation of the same partly in section and having added thereto the clutch actuating mechanism;

Fig. 3 is a plan view of the same;

Fig. 4 is an enlarged vertical section of the accumulator and pump with the attached motor, in the position in which it is ready to accumulate pressure;

Fig. 5 is a similar view showing the accumulator with the pressure fully accumulated therein and with the switch in the position in which it has broken the circuit supplying the motor;

Fig. 6 is an enlarged vertical section of the accumulator;

Fig. 7 is a perspective view of the switch sleeve;

Fig. 8 is a longitudinal elevation partly in section, showing the pump;

Fig. 9 is an elevation of the pump taken from one end thereof;

Fig. 10 is an elevation of the pump taken from another end thereof;

Fig. 11 is a perspective view showing the disassembled elements of the pump;

Fig. 12 is a vertical section, enlarged, showing the booster unit for the brake;

Fig. 13 is a vertical section of the same taken on line iii-l3;

Fig. 14 is another vertical section of the same taken on line l4-l4;

Fig. 15 is a transverse vertical section showing the said booster unit;

Fig. 16 is an and elevation showing the said booster unit;

Fig. 17' is a vertical section of the booster unit showing the levers'in the position in which the additional power is beginning to be applied in the boosting of the brake;

Fig. 18 is a similar view showing the position of the levers after the boosting power has been applied and the parts have come to a static position with the pressure of the booster balanced against the foot pressure;

Fig. 19 is a similar view to Fig. 17 but showing, instead, the leverage connection to'the clutch and edal;

Fig. 2 0 is a similar view to Fig. 18, but showing the connections to the clutch and clutch p al;

g of operating circuit; and

way with front wheels 3 and 4 and rear wheels The front wheels 3 and 4 are pro-' 5 and 6,. vided with brakes 1 and 8, of any desired type, which are operated by a cross-shaft 9. Similarly, the rear wheels 5 and 6 are provided with brakes Ill and II of any desired type. which are operated by a cross-shaft 12. The shafts 9 and I2 are provided with operating levers l3 and I4, respectively, which lead to the opposite ends of a rocker lever l5 carried near the center thereof upon a cross-shaft 16, on one end of which there is an operating lever l1. The lever I1, at its end, is provided with a pull-back spring l8 fastened to the frame 2 in any desired way, and a link l9 which leads to a pivot 20. On the pivot 20 there is also carried a manually-actuated lever 2| which is connected by a pivot 22 to a link 23, pivoted in turn to a brake lever 24 which is pivoted on a shaft 2411, the outer end of which is connected by a link 25 to a brake pedal 26 supported on a pivot 21 carried in a bracket on a toe-board 28. The brake pedal 26 is located in the usual way, adjacent to a transmission control lever 29 which passes into a tower 30 projecting through a floor-board 3|, the same being also adjacent to a steering column 32 for steering the front wheels 3 and 4 in the usual way. when pressure is applied to the brake pedal 26 the lever 2| is moved upon the pivot 20 as the reaction point and thence transmits the manual movement to a link 33 which has an adjustable pivotal support in a curved slot 34 at the end of said-lever 2!. The link 33, in turn, is connected to a lever 35 which is tight on a shaft 36 which is journaled in a rear booster housing 31, mounted by means of bolts 38 and 39 upon a bracket 40, one end of which is supported from a transmission casing 4| and the other end of which is suitably connected to a cross-member 42 of the automobile frame. The said rear booster housing 31 is closed at the rear with a cover plate 43 secured thereon by screws 44 and the rear booster housing 31 is secured by screws 45 to a main booster housing 46 closed at the forward end thereof with a screw-cover 41.

The liquid for transmitting the boosting power is of any desired character, as, for example, the usual hydraulic brake fluid, but may, for instance, be comprised partly of castor oil, and preferably more castor oil for lubrication than in the usual hydraulic brake liquid, and in which there is carried a large amount of a constituent to prevent freezing under all atmospheric conditions, such, for example, as an alcohol. The alcohol added thereto also makes the liquid less viscous. This liquid is supplied under pressure by an inlet port 48 in the top of a main booster housing 46 and thence into a cylindrical chamber 43 therein in which a plunger 50 is arranged toreciprocate. The plunger 50 has an annular recess 5l,-the two ends of which are closed by sealing rings 52 and 53 which are of any desired composition, but preferably a rubber, and for this purpose there may be advantageously used what is known as "rosin rubber" such as is used in hydraulic brakes and which is unaffected by the liquid which conveys the power, as above referred to. It will be noted that each of these rings 52 and 53 has an outer sealing lip, or

flange, 54, whichprevents any leakage around the periphery of the same, but which, because of its small size, does not exert undue friction. Also,

the inner portion of the ring is provided with a longer lip, or flange, 55 which retains the ring against theplunger 50 to prevent any leakage beneath the same. The flanges 54 and 55 are sealed by opposing radial pressures. Due to the opposed faces of the rings 52 and 53, the presence of the liquid in the annular space 49 will not move the plunger 50. From this point the liquid, under pressure, passes by a series of radiating ports 56 to an internal annular recess 61 in which there are two annular sealing rings 56 and 59 of the same kind of rubber as above, carrying outer circular shoulders to prevent their entering the valve ports hereinafter described, said rings being clamped in place so as to produce efiectivly-sealing internal surfaces of a reduced area, by means of rings 60, 6| and 62 and a perforated spacing ring 63 with the aid of a hollow head 64 screw-threaded into the end of the plunger 50, the edges of the seals 58 and 59 being beveled to permit the rubber to expand into the corners under pressure and so as to prevent the inner peripheries from exerting too much friction in the movement of the valve 61. In this way sticking is prevented. In the interior of the plunger 50 there is provided at the other end, a hollow screw-threaded plug 65 carrying a spring 66 therein which tends to press towards the rear a tubular valve 61 having a shoulder 68 to act as a stop against a shouldered bore 69, in which the tubular valve 61 reciprocates. Near the rear end of the tubular valve 61 there are a plurality of radiating ports 16 which communicate with a tapered recess 1| leading to the exterior of the tubular valve and so as to establish communication with the annular space 51 when the valve 61 is moved forwardly. The forward movement of said valve 61 is accomplished manually by pressure exerted upon'a squared portclosing member 12, which is adapted to close a port 12a which is smaller in area than the area at the forward end of the valve to prevent chattering. The over-balancing effect of the spring 66 also tends to prevent the chattering effect. The member 12 is operated by the movement of a squared plunger 13 held in the head 64 by a screw 14 and which has an operating stem 15 contacting with the end of a lever 16 tight on the shaft 36. When the liquid under pressure is admitted to theinterior of the tubular valve 61 by 'the forward movement of the latter, due to the movement of the lever 16 by the brake pedal, the recess 1| will be brought into communication with the annular recess 51 admitting the oil under pressure to the bore within the tubular valve 61 so that the pressure of the liquid will then be exerted through the opening in the closure 65 against the cover 41 at the front end of the booster and the pressure thus produced at the front end of the plunger 50 will cause said plunger to move rearwardly until the pressure on the plunger 50 has equalized the pressure applied by the foot, it being understood that when this takes place the spring 66 will have closed the ports 10 by causing the sealing ring 59 to overlie the external cylindrical portion of the tubular valve 61, as shown in Fig. 24. The pressure thus exerted on the plunger 50 by the liquid at the forward end thereof will be transmitted to a forked lever 11 which is carried by a sleeve 11a on the shaft 36 and which sleeve 11a has tight thereon a lever 18 connected to the pivot 20 so that a boosting force will be applied to the brake operating link I! connected to all 01' the wheels of the automobile, commensurate with the extent of the foot pressure applied by the pedal 20. A spring 10a, on a stud 10b, on the sleeve 11a, tends to restore the levers 14 and 11 to their initial positions and enables the lever 16 to he moved initially without moving the levers 11. To prevent leakage around the shaft 36 and the sleeve of the lever 11, said shaft 38 is journaled within the sleeve 11 on roller bearings and leakage at this end of the sleeve 11 is prevented by a flanged sealing ring 180 of the rubber material above referred to, and the same end of the sleeve 11 is sealed by a similar sealing ring 18d around the sleeve 11 and within the housing 48. The other end of the sleeve 11 isjournaled in a sealed socket in a cover plate 18c on one side of the housing 91. When it is desired to release the pressure from the brakes the decrease of the pressure on the pedal 88 will cause the release, partly or wholly, of the lever 18, thereby permitting the pressure liquid to spillout or escape past the squared plunger It to an outlet port 19 in the bottom of the rear housing 31, and thence to a tube 88 which leads to a low pressure port M in a pressure accumulator and supply reservoir 82, which is made of thin metal. The supply reservoir 88 is mounted upon a pump casing 88 and is supported by a bracket 84 between rubber washers 85 on screws 86 screwed to the pump casing 88. The bracket 84 is secured on the frame 2. The low pressure liquid passes from the port 8i through a filter supporting head 81 having a slitted flange 88 to holdtight against the inner face of the casing 82 an annular cloth 89, the rear end of which passes around a ring 90 supported beyond the filter head 81. The other end of the filter cloth 89 is supported by a ring 9| against a flanged disk 92. The disk is secured against the pump housing 83 by means of six screw-threaded rods 93. The upepr ends of said rods support the head 81 between nuts 94 on the rods 98. The rods 99, furthermore, support against the face of the nuts 94, a plurality of washers 95, the nuts 94 serving to clamp between said washers 95 and the disk 92, a plurality of tubes 96 which serve, not only to space the washers .95 away from the disk 92, but also to keep the filter cloth 89 taut and, furthermore, to act as guides for six accumulator springs 91, each of which surrounds a tube 98. The springs 91 are provided to accumulate stored pressure in the reservoir 82 by their further compression, it being understood, furthermore, that the springs 91 are piled into the reservoir initially under great pressure so that when these springs are further compressed to the maximum within the reservoir 82, they will exert upon the liquid a'pressure, for example, of 500 lbs. per square inch, which is the stored pressure under which the apparatus preferably operates in supplying the liquid under pressure in the operation of the system. The liquid, after passing through the filter cloth 89, will enter a return passageway 98 in the pump casing 88 and will thence pass through I alow pressure return inlet 99 to the pump which is ,--driven by an electric motor I00 having a shaft IUI; arranged to be connected by a driving sleeve i02 having a slot I03 with a pump shaft I04 I having a tongue I05 at the forward end thereof.

The pump shaft I04 is connected at its other end by a rearward tongue I08 with an auxiliary pump shaft I01. 0n the shaft I04 there is a forward end plate I00 having a central port I00 which is situated just in the rear of a sealing ring IIO of the same rubber as hereinabove referred to, and which is positioned on the shaft I04 by a retaining plate I I. The end plate I08 has four screws II2 therein for clamping the same to a central stationary pump member II! into which they are screw-threaded. Between the end plate I08 and the pump member II! there is a gear housing II4 having a recess IIS for pump gears I I8 and Ill, the gear IIIi being doweled on the end of the shaft I04. Between the pump member H4 and the end plate I08 there is a spacing member II8 which has a radial passageway II9, conveying any oil away from the opening I 09 and thence by a peripheral passageway I28 to the inlet port 99, so that the incoming oil is supplied from the port 99 through a radial port I2I in the central member M3 to one side of the gears H6 and II1, by the rotation of which the liquid is discharged from the other side of said gears through an inclined passageway I22, also in the central pump member H3 to one side oi a pair of gears I28 and I24 located in an opening 125 in a pump member I28, one of which is tight on the auxiliary shaft I817. The liquid passes from the outlet side of the gears I29 and I24 into a passageway I28 in a spacing member I29 located around the shaft I81 and which is clamped to the central pump member M3 by screws I38 which pass through a rear end plate Iii. The liquid under pressure, after passing through the passageway I28, proceeds in a radial direction through a slot I32 in theend plate IM and thence into an annular passageway I89 around the same, so that the liquid at this point may take a double path, one path being forwardly through a peripheral port I34 in the spacing member I29 and thence through a port I85 in the member I26 and a passageway I35 to an impactcushion-chamber I81 in a removable dome I38 on the pump casing 83, to relieve the initial starting torque, but the main flow ofthe liquid passes around the outer periphery of the end plate I3I and thence past an annular rubber seal I39 which is retained in an annular recess I40 on a rearward extension of the and member I3I. The liquid thus discharged around the annular rubber ring I39 is received in a pressure reservoir MI in the pump casing 83 from which it is supplied through an outlet port I42 by a flexible tube I43 to a' branched tube I48 leading to the inlet port 48 of the booster. The pressure built up in the chamber MI by the rotation of the gears H6.

and H1, I23 and I24, is communicated to a piston I85, having on its face a sealing ring I48 of the same rubber material, in the pressure reservoir I, which piston carries a compression plate I41 thereon inside the casing 82. The compression plate I41 supports the forward ends of the springs 91. Thus, as the pressure accumu- 'lates in the chamber II the compression plate For this purpose the circuit also passes through a stop sleeve I52 on the outside of a sleeve I50 which in turn is supported in the end of the casing 82 by a Bakelite plug I54 and Bakelite and metallic washers I55 and I56, as well as nuts I51 and I58 between which the end of a circuit wire I58 is clamped. It will be noted that on the screw-threaded end of the rod I58, in front of the Bakelite plug I54, there is a Bakelite washer I58a, a washer I68 and a nut I6I which serve to clamp in place two grounded contact arms I62 and I63 which have leaf springs I64 and I65, respectively, above the same. The inner ends of these contact arms I62 and I68 carry rollers I66 and I61, respectively, which are arranged to ride on the squared face of a slidable conducting sleeve I68 mounted on the sliding sleeve I58. At its forward end the conducting sleeve I68 has a flange I68 and next to it a mica disk I18 acting as a spark arrester and in front of this a Bakelite non-conducting sleeve "I, also squared, and having a limiting flange I12 at its forward end similar in shape to a limiting flange I18 at the rear end of the sleeve I68. At the rear of the flange I18 there is a spring housing I14 which contains a light spring I15 around a stop sleeve I16, the rear end of the spring I15 being supported against a flanged disk I11, on the other side of which there is a stronger spring I18 resting against the washer I68. At the forward end of the sleeve I58 there is a spring housing I18 which encloses a light spring I88. This arrangement is such that when the circuit breaker I48 pushes the button I48 to the rear, this direction of movement will be continued until the rear end of the sleeve I52 reaches the rear portion of the spring housing I18 and thereafter the slight added push on the button I48v will cause the rollers I 66 and I61 to snap onto the non-conducting sleeve "I through the action of the spring I88. The spring 188 of itself is not strong enough to snap the rollers I66 and I81 onto the non-conducting ring "I. In the reverse movement, after the circuit breaker I48 has released the button I48, when the liquid pressure is low enough to permit this forward movement of the circuit breaker I48, the spring I18 moves the sleeve I16 forwardly until it contacts with the forward end of the spring housing I14, wereupon a slight added push will induce the spring I15 to snap the rollers I66 and I61 into the position shown in Fig. 6. The circuit arrangement, including the electric motor I88 and the switch just described, comprises a battery I8I, one side of which is connected to the ground I82 and the other side of which is connected by a wire I83 and a wire I84 to one pole I85 of the motor I88. The wire I58 leads to the remaining pole I86 of the motor I88. Preferably, also, this pole I86 is connected by wire I81 to a dash light I 88 connected by a wire I88 to the wire I84, so that whenever the current is being supplied to the motor I88, due to the lightened pressure in the liquid, the dash light I88 will be illuminated. Inasmuch as only very little liquid is utilized in the operation of the booster there is only a very little drop in the pressure at any time, and, therefore, the dash light I88 will only be illuminated at infrequent intervals. During the time when the valve 61 is in closed position there is ,no escape of the liquid whatever.

when it is desired to operate a clutch, with the aid of a booster in a similar way, there is provided for this purpose any suitable clutch operating pedal, 26, which is constructed just like the brake pedal 26, which clutch pedal operates a lever I88 rotatably mounted on the shaft 24a and which lever is connected by a push-link I81 to a pivot I82 on a lever I88 which is constructed the same as the lever 2I previously described. This lever I88 is connected to a booster unit I84 constructed exactly the same as the booster unit previously described, and which is supplied with the high pressure liquid by a flexible branch tube I85 leading to the tube I43, the low pressure liquid returning by a flexible tube I86 to a branch of the pipe 88. This booster unit I84 is mounted upon a supporting plate I81 which has a bracket I88 supported from a bell-housing I88 provided for any usual type of clutch mechanism. In this instance, inasmuch as the throw to be provided for theclutch is less than would be used in the movement of the lever 18 to actuate the brakes, I have provided, also tight on the sleeve 11a, for the clutch a short lever 288 which is connected by a pull-link 28I to a clutch operating lever 282 on a clutch shaft 288, so that when the link 281 is moved in this manner by the booster unit I84 the usual springs for keeping the clutch in engagement will be moved so as to release the clutch when the clutch pedal is depressed.

When it is desired to apply the mechanism to the operation of hydraulically controlled automobile accessories, this may be readily done, as shown in Fig. 21.' In this construction the parts are all arranged exactly as previously described herein, except that in this instance the power output, or booster action, is not accomplished by mechanical connections merely. In this instance the lower ends of the levers 11, in actuating the brake, are connected by a link 284 to a piston 285 in a master-cylinder 286 of the same type as customarily used in connection with hydraulic pressure systems, said cylinder 286 having an adapter 285a, a supply chamber 286a with a supply port 286b, and a leakage-return-port 286a,

and a spring 281 which serves to retract the piston 285 as well as the levers 11. The cylinder 286 is connected by a hydraulic line 288 to a brake-operating line 288 leading to the frontbrake, which in this instance, it will be seen, are manually actuated as well as being boosted by the hydraulic pressure. In this instance the rear brakes can be operated by an hydraulic line 2I8 leading from a port 2 in the forward end of the booster cylinder 46, which end of the cylinder would be otherwise normally closed by a plug 2I2. The hydraulic line 2I8, for the operation of the rear brakes, may operate the same at the rear of the car in substantially the same fashion in which the wheel brakes in the front of the car would be operated, that is to say, by admitting the liquid under pressure to the cylinder 2 I 3 which operates a piston 2 connected to a lever M5 on the rear brake operating rod I2. However, if

desired, instead of using a construction involv-' ing the cylinder 2I8 and the piston 2, I may mount on the brake bands of each of the wheels, either in the front or in the rear, or both, a double cylinder 22I having therein two pistons 222 and 228, which are connected, respectively, to brake shoes 224 and 225 so that the piston of the brake shoes is controlled by the pressure supplied from the line 286, or whichever line is attached thereto. Also, the hydraulic system may be likewise applied to the operation of the clutch and for this purpose the pressure liquid supplied through the pipe I86 will lead to a booster unit 2I6, constructed the same as the hydraulic unit 46 and having the hydraulic pressure pipe 2" leading to a cylinder 2I8 having a piston 2I8 connected to a clutch operating lever 228 for operating the the apparatus are shown in Figs. 22 and 23, as

alternative forms thereof. .The circuit in Fig. 22 isthe same as Fig. 1, except that in this instance I have shown in the circuit a manually operable switch 226, which may be the ignition switch of the automobile, located on the dash of the automobile and which is bridged by means of a relay 221 across the battery so as to disconnect the current manually, when, desired, and except that in this instance there are two automatic circuit breakers 228 and 229 provided in the motor circult to prevent overloading. The circuit shown in Fig, 23 is constructed the same as the circuit shown in Fig. 22, except that in this instance there is an additional switch 230 and an accompanying relay 23l in the circuit, which switch 230 may be such as to permit the current to be supplied only when the brake or clutch pedal, or stop light lever is moved on the automobile.

In the operation of the apparatus, referring first to the operation or the brakes, when the pedal 26 is moved downwardly, this applies man- 'ual pressure to the brakes on the four wheels of the car through the lever M, link 23, lever 2|, link I9, levers til, it, I3, H, and shafts t and i2, but this movement will also, through the link 33, lever 35 and lever I6 cause the tubular valve 61 to move inwardly thus communicating the high pressure liquid, which is normally under pressure of 500 lbs. per square inch, from the annual chamber 49 to the interior of the tubular valve t1! and thence to the rear of the plunger 50, which will result in the movement of the plunger 50 to the .right, thereby acting on the lever TI to exert an additional pull on the brake rod l9. I his pres- 'sure will increase until the pressure of the tubular valve 61 on the lever 16 equalizes the amount of the pressure applied by the foot to the pedal 26, whereupon the tubular valve 61 will close. when ,the foot pedal is released partially or wholly from the foot pedal 28, the liquid under pressure will escape around the closure 12 and thence through the outlet port 19 by reverse modulation, the same as in forward modulation of the tubular "valve 61 movements. This low pressure liquid ,will pass into the reservoir 82'and thence through the filter cloth 89, which will remove all the ,accumulated scale and dirt, and thereafter enter the pump, from which, when the current is on, "that is to say when the circuit breaker I48 is in its forward position due to the decrease of pressure in the reservoir M l, the rotation of the pump will rapidly build up the pressure so as to further compress the springs 91 until the circuit is again broken by the rollers I66 and H51, passing onto the Bakelite sleeve i'li. While the current is on, the dash light itli will show up but as soon .as the current is broken it will, of course, cease to be lighted. The clutch operation will take {place in a similar manner by the operation of the clutch pedallever 2t.

Here the valve bl is actuated through the lever Mt, link mi, lever I93, link 33, lever it and lever It and the clutch is actuated by the power from the pressure liquid released by this valve 67 to move the piston 64, lever ll, arm 2%, link 2M and. lever itt which is on the clutch shaft W3, so as to thus release the clutch when the *pedalZt' is depressed.

The hydraulic system will operate in a similar manner also, except that in this instance the power, which acts alone or which acts as a booster, ii desired, is conveyed by the tubes to the four-wheel brakes or, if desired, as well to the clutch, so that by the operation of the piston, such as 2, 222, 223 or M9, the various parts are actuated with modulated pressure from the force supplied by the foot to the pedals. In any of these forms of the invention either of the modified circuits in Figs. 22 and 23 may be used, in which event the ignition-switch 226 may be required to be on before the power, above described, can take effect and, if desired, even the clutch or brake pedal or stop light lever may be required'to actuate the switch 230, also, before the power can be applied. I

While I have described my invention above in detail I wish it to be understood that many changes may be made therein without departing from the spirit of the same.

I claim:

1. In combination, a liquid power booster comprising a reciprocable power applying element, a hydraulic cylinder for applying power in alignment with the reciprocation thereof, having a piston adapted to be controlled by the movement of the reciprocable power applying element, and a leverage controlling mechanismlocated between the booster and the hydraulic cylinder, resting freely against the power applying element and the hydraulic piston.

-2. In combination, a liquid power booster comprising a reciprocable power applying element, a hydraulic cylinder for applying power, having a, piston adapted to be controlled by the movement of the reciprocable power applying element, a leverage controlling mechanism between the booster and the hydraulic cylinder, resting freely against the power applying element and the hydraulic piston, and a leverage housing on the booster separable from the booster and hydraulic cylinder.

3. In combination, a liquid power booster comprising a reciprocable power applying element, a hydraulic cylinder for applyingpower, having a piston adapted to be controlled by the movement of the reciprocable power applying element, a leverage controlling mechanism between the booster and the hydraulic cylinder, resting freely against the power applying element and the hydraulic piston, and a leverage housing on the booster separable from the booster and hydraulic cylinder, said housing having like opposing as-" sembly faces.

4. In combination, a liquid power booster comprising a reciprocable power applying element, a hydraulic cylinder for applying power, having a piston adapted to be controlled by the movement of the reciprocable power applying element, a leverage controlling mechanism between the booster and the hydraulic cylinder, resting freely against the power applying element and the hydraulic piston, a leverage housing on the booster separable from the booster and hydraulic cylinder, said housing having like opposing assembly faces, and an external adapter between the leverage housing and hydraulic cylinder.

5. In combination, a liquid power booster comprising a reciprocable power applying element, a hydraulic cylinder for applying power, having a piston adapted to be controlled by the movement of the reciprooable power applying element, a

leverage controlling mechanism between the booster and the hydraulic cylinder, adapted to convey power from the power applying element to the hydraulic piston and resting freely against the power applying element and the hydraulic piston, and a leverage housing on the booster extending from the booster andhydraulic cylinder.

6. In combination, a liquid power booster, means for applying a pressure liquid thereto, a manual means for controlling the application of power thereto so as to produce pressure modulated according to the manual pressure applied, an automobile accessory adapted to be actuated by said modulated pressure plus the manual power applied, another automobile accessory adapted to be actuated merely by said modulated pressure of said pressure liquid, and means controlled by the manual power applied for thus controlling the application of said pressure liquid to said other accessory.

EDWARD A. ROCKWELL. 

